Hacker

Hells yea

Good stuff, thank you!

You don't need to be rated to log hours. How do you think FAA student pilots become certificated pilots?? Gotta start somewhere. You can log every minute you fly in SUPT...you just have to be careful how you log PIC time there. Where you have to be careful is later on down the road when it's time to use your logbook to apply for an airline job, where the airlines will want you to only count PIC when you were the one who actually signed for the aircraft. That pretty much means that all your SUPT time is just going to count as total time.

Not necessarily true. First off, the electronic logbook (at least how I do it the Excel spreadsheet way) allows me to write as many comments as I want to. Hell, I can write an entire 'there I was' story in that section if I want to. In that way, I think it is MUCH MORE useable than a paper logbook. No, the paper log won't crash, but you also can't copy it or make a backup of it. I have my Excel logbook backed up in no less than three places, and I keep one of them on a thumb drive in my fire safe with scans of my other important documents on it. With respect to the interviewers, I've read many, many reports of guys who interviewed with the printouts from Logbook Pro and there were never any issues. In fact, for a military guy it helped as it was easier to add conversion times if needed to the electronic version that doing the math line-by-line in the paper log. I have used paper logbooks for the last 15 years that I've been a pilot, and only within the last two years have I really bought into the electronic logbook. It was a pain in the rectum to go add all that data in to the spreadsheet, but in the end the result has been more than worth it.

From the Logbook Pro demo that I used a couple years ago, you can break out your time any way you please. It's a database, really, not just a straight logbook.

I found it on the internet, actually, on some UK private pilot's website. I liked the way it looked and the tables/macros that were embedded, and modified it to meet my own needs. I added in stuff like NVG time, and turbine time, etc, that the original creator didn't have. Unfortunately the really great macros that the original maker had which calculated times and currencies were lost when I made my modifications and added numerous new aircraft types to the tables. You can download a version of my modified logbook here: https://airlinepilotcentral.com/resources/j...0061229169.html I'd really love to create an Excel version of the Jeppeson Pro Logbook, but unfortuantely I don't have that kind of spare time currently...anyone want to volunteer? Scans of the two sides of the pages are below...

I just use a simple Excel file on a thumb drive. This is what it looks like: Eventually I suppose I'll throw down the coin to get Logbook Pro, but in the mean time this works for me.

Nonsense...we've seen at SJ that if you go VFR direct to scheduling and piss off some of the guys in the squadron...the Wing Commander will personally offer you a ride.

That same kind of sh*t happens in England, too. The spotters are always out there and know everything you said on your intra-flight freq. Next thing you know they'll have Have Quick, too, and be asking for a Mickey.

You sure that isn't just standard equipment attrition with the Riddle training?

Play piano in a whorehouse.

The reality is that your Phase III Flight Commander is going to have the largest impact on you getting selected to be a FAIP. Buying a house in and of itself has no bearing on if you will be FAIPed. Your Flight/CC might, however, use that as one of his datapoints to decide who will get a FAIP assignment. Personally, I think that's a totally dumb datapoint to use, but it's up to each Flight/CC.

At Seymour Johnson, they guy who ran Outdoor Rec was also an FFL, and would buy anything you brought him from a catalog at dealer cost plus shipping. That was as recently as '03.

I'm still wondering about his whole "I've had my dick in the shit" comment. Uhhh, STS anyone?

Personally, seeing his mother's grief only strengthens my resolve.

Has anyone not been able to get an ALFA tour when they requested one because of over-manning at the SUPT bases? Doesn't really seem like that big of a problem.

FWIW, there's no hyphen in the base's name -- Seymour A. Johnson is the guy's name that the base is named after.

If he makes it to the fighter community, those tons of emails from chicks he will never meet or bang will do nothing to assauge the enormous ration of sh*t that all of the guys he flies with will give him on a regular basis.

This is the source: https://pilotjargon.com/Military.htm Someone please slap this student for thinking it was a good idea to promote this.

The link to the Cosmo site was on the PilotJargon UPT website that was posted in another thread.

What a tool.

Two very good points -- the root of the problem is standardization in grading. The fact of the matter is that there ARE course training standards...it is up to the leadership to enforce that the IPs are grading to that standard. With respect to everyone going through the T-38, that's a great idea, but the problem is with the number of hours put on the airframes if EVERYONE flies them. The maintenance and logistical costs go up exponentially.

The last fighter crossflow opportunity was in 1998/1999, and at the time they said it would not open again in the future. The reason is the SUPT pipeline, and the AF won't allow guys that went through the T-1 track to go to a fighter. The U-2 method that you referred to was possible, but EXTREMELY limited, and as you said, gone now. So, if you're a heavy guy that wants to fly fighters the only way it'll happen currently is through the ANG or Reserve.

Search this topic...this one has been discussed before. It's a complicated one and there are many different things to consider. First off, I highly recommend you log your UPT sorties in a personal logbook, especially tail numbers, instructors, and callsigns. Why? That information won't be in your permanent AFORMS record. Not sure how they're going to do it in the TIMS era, but to the AF your SUPT time is just considered "student" time and not worth anything. It will be in your AFORMS record as a chunk of total time only, and the individual sorties will be lost to history if you don't document them yourself. Before you leave UPT, get a TIMS summary printout of all your sorties, and that will be the "proof" you're looking for. By the way, at the end of UPT you'll have the opportunity to take the FAA military equivelency test, which will give you a Commercial/Multiengine/Instrument rating. The FAA DE that signs your paperwork will need to see that TIMS or AFORMS printout. Once you get that rating, nobody will question the validity of your logbook entries, but keep that summary printout from the AF as backup just in case. Now, as far as the instruction going in your logbook as "dual" even though the IPs are not FAA CFIs, I say yes - log it as dual time. On solo flights you should also log PIC time, as it conforms to the Part 61 rules for PIC. EDIT: Forgot to mention that you should carefully consider mixing your military time and your civilian time in the same logbook. The reason is that your AFORMS record is the "official" documentation of your military flight time. You will run into problems if your personal logbook doesn't precisely match what's in your AFORMS record. If you do choose to log the time in the same book, be diligent about making sure the numbers match. You'll run into issues later on in your career with logging PIC time, as the way the USAF does it is different than the FAA. You will be able to review your AFORMS record annually once you're flying operationally, and I recommend that you take your personal logbook with you to that records review and look at EVERYTHING line-by-line. Going back later and trying to correct errors in AFORMS years after the fact is a real b*tch. Personally, I log my civi and military time together, but I use an electronic logbook. If I need to separate out the time for any reason, it's easily done electronically. It's not so easily done in a paper logbook. [ 07. October 2006, 10:37: Message edited by: Hacker ]

The major airlines currently only give you PIC hours if you signed for the aircraft. Yes, this is different than the FAA Part 61 rules. For example, here's what Southwest has to say about it: